Indeed, of particular interest is the "Tauchspulsystem", which was particular to the LDK11.

The gyroscope itself is still built as a rate gyro, it will move dependent of he rate of turn but instead of mechanical springs, it uses the electromagnetic Fesselspule 8 to return it to the central position.

You can see how any movement from the gyroscope slides the runner of potentiometer 9 (which, with the resistor above it forms a bridge circuit) and that this bridge circuit generates a differential voltage across the output which is also fed back to the Fesselspule 8 via a capacitor.

It helps to understand the feedback circuit if you draw it as a simple RC differentiator: The Tauchspule only receives a feedback voltage as long as the gyroscope is moving the potentiometer. As the movement or the gyroscope stops, so does the voltage across the Fesselspule 8, however the output voltage 10 remains constant at that point: the rate gyro is now working as a Kurskreisel measuring the deviation from the start direction.

The autopilot will now act on signal 10 and will turn the aircraft to reverse the situation until the output voltage 10 is back to zero, this will bring the aircraft back to the original start direction.

Input 7 comes from the "Richtungsgeber" via the "Normalkraftmesser". This signal slightly moves the gyroscope off- centre which will be countered by the aircraft turning. A delicate balancing act between this rate of turn, the g-force measured by the "normalkraftmesser" will ensue, keeping the aircraft turning at a constant rate, independent of the angle of roll and speed of the aircraft.

This is a gross simplification, but hopefully it will help to explain how the system worked.

I can't make out what the loose part is, it is definately not part of the rudder servo. Perhaps it was part of the oxygen system that was removed from the tail (you can still see the clamps where the oxygen bottles were attached).

regards,

Funksammler

Hi Funksammler,

I have been looking at the loose part, and it is deffenetly part of the rudder servo. I is some type og electrical equipment and it can be seen in place on these photos from cdvandt.
and below the direction switch

Nice photos, and looking at photos of the ME262 B1-a/U1 located in South Africa, they compare to the object lying at the flour next to the LRM12 rudder actuator.

Thanks for sharing.

Just another thought, looking at photos of the same plane, there is a connector in the right wheel well with the marking K29 that is also mentioned in the equipment list and forming part of the kurssteuerung. What was the purpose?

Nice photos, and looking at photos of the ME262 B1-a/U1 located in South Africa, they compare to the object lying at the flour next to the LRM12 rudder actuator.

Thanks for sharing.

Just another thought, looking at photos of the same plane, there is a connector in the right wheel well with the marking K29 that is also mentioned in the equipment list and forming part of the kurssteuerung. What was the purpose?

Best regards
mig2830

As far as I can work out K29 connects to the Mischgerät fitted to the small panel higher up. I think there was a short piece of cable with two plugs between the two. I am not entirely sure why they did not connect the Mischgerät directly, perhaps they changed the placement of the Mischgerät after they installed the cable harnesses to the aircraft. It is also possible that the airframe was used for development work and that calibration equipment was connected between K29 and the Mischgerät. The resistor values in the Mischgerät had to be established for each aircraft type and they would have to do a number of test flights "tune" the autopilot correctly.

Indeed, of particular interest is the "Tauchspulsystem", which was particular to the LDK11.

The gyroscope itself is still built as a rate gyro, it will move dependent of he rate of turn but instead of mechanical springs, it uses the electromagnetic Fesselspule 8 to return it to the central position.

You can see how any movement from the gyroscope slides the runner of potentiometer 9 (which, with the resistor above it forms a bridge circuit) and that this bridge circuit generates a differential voltage across the output which is also fed back to the Fesselspule 8 via a capacitor.

It helps to understand the feedback circuit if you draw it as a simple RC differentiator: The Tauchspule only receives a feedback voltage as long as the gyroscope is moving the potentiometer. As the movement or the gyroscope stops, so does the voltage across the Fesselspule 8, however the output voltage 10 remains constant at that point: the rate gyro is now working as a Kurskreisel measuring the deviation from the start direction.

The autopilot will now act on signal 10 and will turn the aircraft to reverse the situation until the output voltage 10 is back to zero, this will bring the aircraft back to the original start direction.

Input 7 comes from the "Richtungsgeber" via the "Normalkraftmesser". This signal slightly moves the gyroscope off- centre which will be countered by the aircraft turning. A delicate balancing act between this rate of turn, the g-force measured by the "normalkraftmesser" will ensue, keeping the aircraft turning at a constant rate, independent of the angle of roll and speed of the aircraft.

This is a gross simplification, but hopefully it will help to explain how the system worked.

regards,

Funksammler

I have done some more research on the LDK11 and the "Tauchspulensytem" actually had a excitation coil, and 3 coils for control purposes:

Tsp1: Working as the "Kurskreisel" and "Fesselung"

Tsp2: Working as the command input from the "Normalkraftmesser" and "Kursmotor"

Tsp3: Working as "correction" heading coil getting its signal from the "Fürertochterkompass" KT/3f

The excitaition coil working in the same way as in the "Tauchspulensytem" of the rudder actuator LMR12 being connected to a constant power source.

Can I get some help to the "Wiederstandkasten" LKW22, would be much appreciated.